B747-100 CREW ENCOUNTERED A FALSE LOC SIGNAL GOING ONTO RWY ILS DME RWY 7R AT VHHH.

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ON A FLT TO HONG KONG (VHHH) EXPERIENCED A FALSE LOC SIGNAL ON APCH TO RWY 7R AT VHHH. WHILE ON VECTORS FOR THE ILS RWY 7R; ATC INFORMED US OF POSSIBLE INTERFERENCE WITH THE LOC SIGNAL. THE APCH FREQ WAS TUNED AND IDENTED. IMC EXISTED AT OUR ALT. ATC ASSIGNED A HDG OF 340 DEGS AND ALT OF 1700 FT. ATC THEN ASSIGNED A 030 DEG HDG AND CLRED US FOR THE APCH. IN THE TURN TO 030 DEGS; THE LOC WAS CROSSED AND THE TURN WAS CONTINUED TO 090 DEGS TO REINTERCEPT THE LOC. ATC THEN ASSIGNED AN IMMEDIATE TURN TO 360 DEGS. THE LOC WAS CROSSED AGAIN AND WHILE TURNING TO COURSE WE GAINED VISUAL CONTACT WITH THE RWY AND PROCEEDED TO THE RWY STARTING DSCNT OUT OF 1700 FT. THE ACFT DID NOT CAPTURE THE LOC AT ANY POINT DURING THE APCH. SINCE THE DSCNT WAS STARTED LATE; THE ACFT WAS TOO HIGH ON THE DSCNT PROFILE; SO A GAR WAS EXECUTED; THE PUBLISHED MISSED FLOWN; AND A NORMAL APCH AND LNDG MADE TO RWY 7R. AFTER LNDG; WHILE ON THE PHONE WITH THE TWR; THEY ASKED IF WE HAD RECEIVED A FALSE LOC CAPTURE. THEY INFORMED US WE HAD LEFT THEIR PROTECTED AIRSPACE TO THE SE OF THE APCH COURSE. THE INTERP OF THE CREW AND THE TWR WAS THAT A FALSE LOC SIGNAL WAS RECEIVED THAT WAS TO THE R OF THE ACTUAL COURSE. WHEN THE INSTS SHOWED US XING THROUGH THE LOC AND WE TURNED TO INTERCEPT IT; WE WERE STILL TO THE SE OF THE APCH COURSE TURNING FARTHER TO THE E TO REINTERCEPT WHAT WE WERE INDICATING AS THE LOC. THIS RESULTED IN THE ACFT LEAVING THE VECTORING AIRSPACE OF APCH CTL.